JPH01314666A - Steering force controller of power steering device - Google Patents

Abstract

PURPOSE:To make it possible to select steering assisting force in proportion to the arm force of a driver, by providing an electromagnetic-flow controlling valve for controlling a flow supplied to a power cylinder and providing in the vicinity of a driver's seat a steering force selection switch for controlling the quantity of electricity conducted to this controlling valve. CONSTITUTION:A supply passage 1, a return passage 2 and a pair of actuator passages 3, 4 are connected to the respective connecting portions of a steering valve SV switched according to the steering direction of a handle, and each of the actuator passages 3, 4 is connected to each of the pressure rooms 5, 6 of a power cylinder C. And in this case, a by-pass passage 7 is connected to the supply passage extending from a pump P and also an electromagnetic- flow controlling valve FV made by variable aperture is interposed in this by- pass passage 7. This electromagnetic-flow controlling valve FV is controlled by a controller 8 in proportion to operation of a steering force selection switch 9 provided in the vicinity of a driver's seat. A flow through the by-pass passage 7 may thereby be variable, and power assisting force is made to vary if needed.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to a power steering device that power assists steering force.

(Prior Art) A conventionally known power steering device switches a power steering valve according to the steering direction of a steering wheel, supplies pressurized fluid from a pump to a power cylinder, and power-assists the steering force. That's what I was doing.

(Problems to be solved by the present invention) In the conventional power steering device as described above,
For example, it has not been possible to control the assist force for men and women, who have different physical strength, and to set driving conditions that are most suitable for each individual driver.

An object of the present invention is to provide a device that allows steering assist force to be selected depending on the driver's physical strength.

(Means for Solving the Problems) The first invention provides a steering wheel according to the steering direction of the steering wheel.
This is based on a power steering device that controls the flow rate supplied to a power cylinder by switching a ring valve.

Based on the above-mentioned device, this first invention provides an electromagnetic flow control valve for controlling the supply flow rate on the upstream side of the steering valve, and a steering force for controlling the amount of current supplied to the electromagnetic flow control valve. A distinctive feature is that the steering force selection switch is located near the driver's seat.

Further, the second invention is a power supply system in which a steering valve is switched according to the steering direction of a steering wheel to control the flow rate supplied to a power cylinder, and the steering valve is provided with a reaction force chamber for generating a steering reaction force. This is based on a steering device.

Based on the above device, this second invention provides an electromagnetic pressure control valve for controlling the pressure in the reaction force chamber,
A feature of this vehicle is that a steering force selection switch for controlling the amount of current applied to the electromagnetic pressure control valve is provided near the driver's seat.

Furthermore, the third invention is based on a power steering device in which a pinion is provided at the tip of the steering shaft, and this pinion is engaged with a rack, and a pinion provided on the output side of the electric motor m is also engaged with the rack. It is something to do.

Based on the premise of the above device, the steering force control device of the present invention includes a controller that controls the output of the electric motor, and a steering force selection switch that selects the output signal of this controller near the driver's seat. It is characterized by the following points.

(Operation of the present invention) Since the present invention is configured as described above, the steering assist force can be set in accordance with the driver's arm strength by operating the steering force selection switch.

(Effects of the Present Invention) According to the device of the present invention, the driver can set the steering assist force according to his/her physical strength, so that even a woman with weak physical strength can perform stable steering.

Furthermore, even the same driver can select the steering assist force depending on the physical condition of the moment, such as how tired his or her arms are, so safe driving becomes possible.

(Embodiment of the present invention) The first embodiment shown in FIG.
The supply passage 1, the return passage 2 and the pair of actuator passages 3.4 are connected to the supply passage 1, the return passage 2 and the actuator passage 3.4.

A pump P is connected to the supply passage 1, and a return passage 2 is connected to the pump P.
Tank T is connected to. The actuator passage 3.4 is also connected to a pressure chamber 5.6 of the power cylinder C.

Furthermore, a bypass passage 7 is connected to the supply passage 1, and this bypass passage 7 is connected to an electromagnetic flow control valve FV consisting of a variable throttle.

This electromagnetic flow control valve FV is connected to a controller 8, which can be controlled by a steering force selection switch 9 provided near the driver's seat.

When the steering force selection switch 9 is operated to fully close the electromagnetic flow control valve FV, the flow rate flowing into the bypass passage 7 becomes zero, so that the entire pump discharge amount is transferred from the supply passage 1 to the steering valve Sv. Supplied. Therefore, in this case, the steering assist force provided by the power cylinder C becomes weaker.

On the other hand, when the opening degree of the electromagnetic flow control valve FV is maximized, most of the pump discharge amount is directly returned to the tank T via the bypass passage 7, so the steering assist force of the power cylinder C becomes zero. It gets closer.

That is, according to this embodiment, by controlling the opening degree of the electromagnetic flow control valve FV, the steering assist force by the power cylinder C can be controlled, and this assist force can be applied to the steering force selection switch 9 provided near the driver's seat. By operating the , the driver can set the steering assist force according to his or her own physical strength.

The second embodiment shown in FIG. 2 is the same as the first embodiment except that an electromagnetic flow control valve FV is provided between the actuator passages 3 and 4.

The third embodiment shown in FIG. 3 specifically shows the steering valve of the first embodiment, and this steering valve S is of a conventionally known rotary valve type.

That is, this steering valve Sv has the sleeve 1
A rotor 11 is provided inside the sleeve 10, and the sleeve 10 and the rotor 11 rotate relative to each other depending on the steering direction of a handle (not shown).

Recesses 12 to 15 are formed at predetermined intervals on the inner circumference of the sleeve 10, and grooves 16 are formed on the outer circumference of the rotor 11.
〜]9 is formed. When the sleeve 10 and the rotor 11 are in the illustrated neutral position, a so-called unwrapped state is maintained in which adjacent recesses and grooves communicate with each other.

Further, a pump port 20 is formed in the sleeve 10 and communicates with the pump P via the supply passage 1, and this pump port 20 is always communicated with the groove 16. Furthermore, a pair of cylinder ports 21 and 22 are formed in this sleeve 10, one cylinder port 21.
is opened to the recess 12, and the other cylinder port 22 is opened to the recess 13 side.

A plurality of tank ports 23 are formed radially in the rotor 11, and the outer ends thereof are opened toward the grooves 17 and 18, and the inner ends thereof are opened toward the tank passage 24 side.

Further, a control port 25 is formed in the sleeve 10, and the inner end of the control port 25 is opened to the groove 19 side, and the outer end is passed through the bypass passage 7 provided with the electromagnetic flow control valve FV. and is connected to pump P.

Therefore, when the sleeve 10 and rotor 11 are in the neutral position shown, each of the cylinder ports 21 and 22 communicates with both the pump boat 20 and the tank port 23, so that the fluid discharged from the pump P flows through the tank port. 23
and flows out into the tank T via the tank passage 24.

If the rotor 11 rotates, for example, to the left in the drawing in accordance with the steering direction of the steering wheel, one cylinder port 21 remains in communication with the pump port 20.
The other cylinder port 22 communicates with a tank port 23. Therefore, one of the pressure chambers of the power cylinder C communicates with the pump P, and the other pressure chamber communicates with the tank T, so that the cylinder C operates.

At this time, the control port 25 remains in communication with the tank port 23, and as the switching amount increases,
The relationship is such that communication between them is cut off. Therefore, until the predetermined switching position, the control port 25 remains in communication with the tank port 23, so that the electromagnetic flow control valve FV
A flow rate corresponding to the opening degree of is returned to the tank T via the bypass passage 7.

In this way, as the amount of flow returned to the tank T out of the discharge amount of the pump P increases, the output of the power cylinder C becomes smaller, so the steering assist force also becomes smaller, and the steering feel becomes heavier. Therefore, also in this second embodiment, by controlling the opening degree of the electromagnetic flow control valve FV, the steering assist force by the power cylinder C can be controlled, and this assist force can be controlled by the steering force selection switch provided near the driver's seat. By operating 9, the driver can set the steering assist force according to his or her own physical strength.

In the fourth embodiment shown in FIG. 4, the steering valve Sv of the first embodiment is of a conventionally known spool type.

That is, this steering valve Sv has a spool 27 slidably installed inside the valve case 26, and
Centering springs 28 are attached to both ends of this spool 27.
has been established.

The spool 27 is surrounded by first to fifth annular grooves 2.
9 to 33, and second to fourth annular grooves 30 to 3.
2 communicate with each other via a through hole 34 formed in the center of the spool 27.

Furthermore, first to fourth annular recesses 35 to 38 are formed on the inner periphery of the valve case 25. The pump port 31 is formed between the first and second annular enclosures 35.36, while the inner end of the cylinder port 40.41 is opened to the first and second annular enclosures 35.36. Further, a tank port 42 is formed on the outside of the second annular recess 36, and this tank port 42 is always in communication with the third annular groove 31.Furthermore, the 3.4th annular surrounding portion 37. A control port 43 is formed between 38 and 38, and this control port 43 is connected to the supply passage 1 via a bypass passage 7 provided with an electromagnetic flow control valve FV.

The steering valve Sv configured as described above maintains a so-called underlap state in which the annular grooves and annular recesses that are adjacent to each other communicate with each other when the spool 27 is in the neutral position shown.

Therefore, when the spool 27 is in the neutral position, the entire discharge amount of the pump P is returned to the tank T via the through hole 34 → third annular groove 31 → tank port 42 → tank passage 2.

From the above state, steer the handle and, for example, spool 2.
7 to the left in the drawing, pump port 39
communicates with one cylinder port 40, and the other cylinder port (41) communicates with a tank port 42 to operate the power cylinder C.

At this time, the control port 43 is arranged such that the fifth annular groove 33 → the third annular recess 37 → the fourth annular groove 32 → the through hole 34 → the third annular groove 31
→ Tank port 42 → Tank T via tank passage 2
will be returned to.

In the third embodiment as well, the larger the flow rate returned to the tank T out of the discharge amount of the pump P, the smaller the output of the power cylinder C becomes, so the steering assist force also becomes smaller. becomes heavy. Therefore, by controlling the opening degree of the electromagnetic flow control valve FV, the steering assist force by the power cylinder C is controlled.
In addition, by operating the steering force selection switch 9 provided near the driver's seat, the driver can set the steering assist force according to his/her own physical strength.

The fifth embodiment shown in FIG. 5 is a steering valve Sv
The pressure in the reaction force chamber R is controlled.

That is, one of the pressure chambers of the power cylinder C is communicated with the pump P via the steering valve Sv, and the other pressure chamber is communicated with the tank T, which is the same as in the first embodiment. However, in this embodiment, a reaction force chamber R is provided in the steering valve Sv, and the pressure in this reaction force chamber R is controlled by an electromagnetic pressure control valve Pv. The electromagnetic pressure control valve Pv is provided in the bypass passage 7, and the 1.2 variable throttle 44.
45 as the main element.

Both variable throttles 45 of the electromagnetic pressure control valve Pv thus constructed.
46 to the reaction force chamber R of the steering valve Sv.

The electromagnetic pressure control valve P■ is connected to the controller 8, and the opening degree of the variable throttle is controlled by operating a steering force selection switch 9 provided near the driver's seat.

Then, the steering valve Sv is switched to supply pressure fluid to, for example, the pressure chamber 5 of the power cylinder C, the other pressure chamber 6 is connected to the tank T, and the cylinder C is operated.

At this time, the 1.2 variable throttle 44 of the electromagnetic pressure control valve PV.
When the opening degree of 45 is controlled, the pressure between the two changes according to the opening degree. For example, if the opening degree of the first variable throttle 44 is maximized and the opening degree of the second variable throttle 45 is narrowed down, the pressure between the two becomes higher. Conversely, the more the opening degree of the first variable throttle 44 is minimized and the opening degree of the second variable throttle 45 is increased, the lower the pressure between them becomes.

By controlling the pressure in the reaction force chamber R in this way, it is possible to control the reaction force when switching the steering valve Sv, that is, the steering reaction force, so the steering assist force can be set according to the driver's arm strength. can.

The sixth embodiment shown in FIG. 6 is a spool-type steering valve Sv of the fifth embodiment, and a spool 47 is slidably installed inside the valve case 46, and both ends of the spool are It faces the reaction force chambers R, R2. These reaction force chambers are provided with centering splinters 48, 49, so that the spool 47 normally maintains the neutral position shown.

First to third annular grooves 50 to 52 are formed on the inner periphery of the spool hole of the valve case 46 as described above, and
．． A pump port 53 is formed between the two annular grooves 50,51. Further, a tank port 54 is opened in the third annular groove 52.

Note that a cylinder port (not shown) is opened in the first and second annular grooves 50.51.

The outer periphery of the spool 47 has first to third annular recesses 55 to 5.
7, and the second and third annular enclosures 56 and 57 are always in communication via the through hole 58.

The first to third annular grooves 50 to 52 and the first to third annular grooves as described above.
The annular recesses 55 to 57 form a so-called underlap state in which adjacent recesses communicate with each other when the spool is in the illustrated neutral position.

Further, the reaction force chambers R1 and R2 are communicated with each other via a communication hole 59, and this communication hole 59 is communicated between variable throttles 44 and 45 of the electromagnetic pressure control valve pv.

When the handle is rotated, the spool 47 moves to the left, for example, when the operating lever 60 rotates to the left about the fulcrum 61, depending on the steering direction. When the spool moves in this way, the pump port 53 communicates with the power cylinder C via the first annular recess 55 and the first annular groove 50. Further, the second annular groove 51 is connected to the third annular recess 5.
7 → through hole 58 → second annular recess 56 → communicates with tank port 54 via third annular groove 52. Therefore, the power cylinder C operates and exerts a steering assist force.

Then, the pressure between the variable throttles 44 and 45 of the electromagnetic pressure control valve pv is introduced into each of the reaction force chambers R, , R, , or this pressure is applied to the opening of the variable throttle as in the fifth embodiment. It changes depending on the degree.

As described above, the pressure in the reaction force chamber can be controlled by controlling the opening degree of the variable throttle of the electromagnetic pressure control valve pv, but the higher the pressure in the reaction force chamber, the heavier the steering feeling becomes. Therefore, by controlling this electromagnetic pressure control valve Pv, it is possible to control the steering assist force according to the driver's arm strength.

In the seventh embodiment shown in Fig. 7.8, a valve case 63 is attached to one side of a gear case 62 that houses a piston and a sector gear.
Further, a plug 64 is fitted on the outside of the valve case 63.

And an ohmic shaft 65 that is engaged with the piston.
A sleeve portion 65a and a large diameter portion 65b formed at an outer end of the sleeve portion 65a are inserted into the valve case 63, and the outer periphery of the large diameter portion 65b is supported by a thrust bearing 66.

The stub shaft 67 is inserted into the worm shaft 65 of 1 so as to be relatively rotatable, and the ohm shaft 65 and the stub shaft 67 are connected to the torsion bar 68.
are connected via. In other words, the above torsion bar 6
An ohmic shaft 65 with one end of 8 connected to a pin (not shown)
The other end is connected to the stub shaft 67 by a connecting pin 69. Both ends of the connecting pin 69 are made to protrude in a direction perpendicular to the axis of the stub shaft 67.

Sleeve portion 6 of the worm shaft 65 as described above
A rotor 70 is rotatably inserted into 5a,
The specific structure of this rotor 70 is the same as that of the third embodiment.

Further, the worm shaft 65 is provided with this press-fit ring 71, and this press-fit cylinder 71 is provided with an eighth
As shown in the figure, reaction force mechanisms are provided at symmetrical positions. These reaction force mechanisms have a pair of reaction force chambers R, , R2, R3, and R4 formed in a direction perpendicular to the axis, facing each other, and the opposing reaction force chambers R1 and R2, R3 and R4.
Both ends of the connecting pin 69 are exposed to the boundary portion of the connecting pin 69. Reaction force plungers 72 to 75 are installed in each of these reaction force chambers R1 to R4. Further, holes 76.77 are formed in the worm shaft 65 at positions corresponding to both ends of the connecting pin 69, and adjustment stoppers 78.79 are fitted through the holes 76.77, and the reaction force plunger 72 It appears between 73.74 and 75.

Introduction passages 80 to 83 are opened in each of the reaction force chambers as described above, and these introduction passages 80 to 83 are communicated between variable throttles 44 and 45 of the electromagnetic pressure control valve PV.

When the handle is rotated, the rotational force is transmitted to the stub shaft 67, so the torsion bar 68 is twisted, and the stub shaft 67 and the worm shaft 65 rotate relative to each other.

When the stub shaft 67 rotates in this way, the rotor 7 connected to the stub shaft 67 via the connecting pin 69
0 rotates. That is, the rotor 70 also rotates relative to the worm shaft 65.

Therefore, when the stub shaft 67 rotates and the connecting pin 69 rotates as described above, the reaction plunger positioned diagonally moves, and the pressure inside the reaction force chamber at this time acts as a steering reaction force. . The pressure within this reaction force chamber varies depending on the opening degree of the variable throttle of the electromagnetic pressure control valve pv, which is exactly the same as in the sixth embodiment.

The eighth embodiment shown in FIG. 9 is a power steering device using an electric motor m, and a pinion 85 is provided on the output side of a reduction gear 84 provided in the electric motor m, and this pinion 85 is engaged with a rack 86. It is something that

The output of this electric motor m is controlled by a controller 8, and a steering force selection switch 9 controls the output signal of this controller.

In the figure, reference numeral 87 is a handle, 88 is a steering shaft, and 89 is a pinion provided on the steering shaft.

Therefore, by operating the steering force selection switch 9 to control the output of the electric motor m, the steering assist force can be controlled, and similarly to each of the embodiments described above, the steering assist force corresponds to the driver's physical strength. can be set.

[Brief explanation of the drawing]

The drawings show embodiments of the present invention; Fig. 1 is a circuit diagram of the first embodiment, Fig. 2 is a circuit diagram of the second embodiment, and Fig. 3.4 is a circuit diagram of the second embodiment.
The figure is a sectional view of the third and fourth embodiments specifically showing the steering valve of the first embodiment, FIG. 5 is a circuit diagram of the fifth embodiment, and FIG. Figures 7 and 8 show the seventh embodiment. Figure 7 is a partial sectional view, Figure 8 is a sectional view of the main part, and Figure 9 is a sectional view of the main part. FIG. 8 is a circuit diagram of an eighth embodiment. Sv...steering valve, 9...steering force selection switch, FV-...electromagnetic flow control valve, FP...electromagnetic pressure control valve, C...power cylinder, R1-R4...
Reaction force chamber, m...Electric motor, 85.89...Pinion, 86...Rack, 88...Steering shaft.

Claims (3)

[Claims] (1) In a power steering device that controls the flow rate supplied to the power cylinder by switching the steering valve according to the steering direction of the steering wheel, an electromagnetic flow control valve that controls the flow rate supplied to the power cylinder is provided, and
A steering force control device for a power steering device in which a steering force selection switch for controlling the amount of current to the electromagnetic flow control valve is provided near the driver's seat. (2) In the power steering device described above, the steering valve is switched according to the steering direction of the steering wheel to control the flow rate supplied to the power cylinder, and the steering valve is provided with a reaction force chamber for generating a steering reaction force. A steering force control device for a power steering device, which is provided with an electromagnetic pressure control valve that controls the pressure in a reaction force chamber, and a steering force selection switch that controls the amount of electricity supplied to the electromagnetic pressure control valve, located near the driver's seat. (3) A pinion is installed at the tip of the steering shaft,
In a power steering device in which the pinion is engaged with the rack and a pinion provided on the output side of the electric motor m is also engaged with the rack, a controller is provided to control the output of the electric motor, and an output signal of the controller is provided. A steering force control device for a power steering device that has a steering force selection switch located near the driver's seat.